Automatic railway-signal.



No. 856,849. PATENTED JUNE 11, 1907.

R. E. DIAL.

AUTOMATIC) RAILWAY SIGNAL.

APPLICATION FILED APR.1.1907.

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AUTOMATIC RAILWAY SIGNAL. APPLIOATION FILED APB..1,1907.

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PATENTED JUNE 11, 1907.

R. E. DIAL. AUTOMATIC RAILWAY SIGNAL.

APPLICATION FILED APR-1.1907.

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attain" R OBERT I DIAL, ()F I YINIIXNICI, INDIANA, ASSIGNOR OF ONF-IIALF TO DAVID C. S'lltFAN, OF F ONIAN IC'I, INDIANA.

AUTOMATIC RAILWAY-SIGNAL.

Specification of Letters Patent.

Patented June 11, 1907.

Application filed April 1,1907. Serial No. 365,758.

To all 1071,0111 H 7121/41 IIUIHHJYL.

Be it known that 1 ROBERT E. DIAL, a citizen. of the United States, residing at l ontanet, in. the county ol" Vigo and. State ol Indiana, have invented new and useful Improvements in riutomatic Railway-Signals, of which the t'ollowing is a specification.

My invention pertains to automatic railway signals; and it contemplates the provision. of a simple and reliable. signal calculated to audibly and visibly apprise an engineer on a train moving in one direction of the proximity of another train moving in the same or the opposite direction, and one constructed with a view ot withstanding exposure to the weather and alsowithstanding the hard usage to which automatic railway signals are ordinarily subjected.

My invention is designed more particularl for protecting trains in approaching and passing through curved sections of railways extending through cuts or around. hills or mountains; and its novelty. utility and practical advanta es will be fully understood from the l'ollowing description and claims when the same are read in connection with the accompanving drawings, forming part of this specification, in which:

Figure I is a broken plan view ot' a section of a railwa'-,' equipped with the signal constitnting the present and prel'erred embodiment ot"m v invention. Fig. 2 is a broken view illustrating the signal in side elevation. Fig. 3 is an enlarged, detail view illustrating the signal setting mechanism of my improvements. Fig. 4 is a detail, vertical section of the same. Fig. 5 is a view of one ol the releasing levers ol" the signal. Fig. 6 is an enlarged transverse section, taken in the plane indicated by the line ti ti ol' Fig. I, and illns trating one of the tin'pcdo-placing mechanisms o'l my im n'ovements. Fig. 7 is a similar view taken in the plane indicated by the line T -7 of Fig. vl, looking in the direction indicated by arrow, to show one ol' the semaphores and. the parts adjacent thereto. Fig. s is a detail cross-sm-tion showing the relativc arrangement ol one of the wheel-engaging levers of the signal-setting mechanism and the latch tor holding the same in its depressed position. t) is a detail plan view illustrative of the torpe lo-holder of my improvements, and a torpedo therein.

triimila'r letters and numerals ol rel'erencc designate correspomling parts in all ot the views of the d awings.

in combination with a single-track railway A, I provide an automatic signal (1 disposed at one side of the railway and designed to be operated by a train moving in the direction of the large arrow in Fig. 1 to protect a following train as well as a train moving in the direction opposite to that indicated b v arrow. The said signal 0 comprises two vertically swinging semaphores l.) D mounted on posts 0 located at the side of the railway and having rods f, Fig. 7, depending from their inner arms, a signal-setting mechanism E arranged intermediate the semaplwres D .l), a vertically swinging lever F located between the semaphore D and the mechanism E, a vertically swinging lever F located between the semaphore I) and the mechanism I a torpedo-placing mechanism G located at the opposite side of the semaphore l), with reference to the mechanism E, and a torpe(lo-placing mechanism G located at the opposite side ot the semaphore I), with reference to the mechanism E.

As best shown in Figs. 2, 3, 4- and S, the signal-setting mechanism I) is made up of two vertically-swinging levers g g pivoted at their outer ends to the outer side of the left hand rail of the railway and having lateral oll'sets ii at their inner ends and also having lateral ears '1'. and lateral lugs j at intermediate points 01 their length, coiled springs /r, Figs. 2 and b, disposed under the ears i and adapted to raise the lovers 9 9 when the same are released, latches It 7r, Figs. I, 2, 3, and 8, arranged to engage the lugs-j when the levers g g are depressed and thereby hold the levers in their lower positions, a housing Z, Figs. 14, located below the inner ends of levers g g, a springsupported platform on arranged and movable verticalh in said housing, a verticallvswinging lever 12, 'l ulcrumed at 7) in housing Z, a verticall vswinging lever 1', best shown in Fig. 4, fulcrumed at 7) and arrangedv alongside the lever n and having lateral projections s and 25 disposed below and above the lever a, respectively, and also hav ing lowe" anti-friction rollers 11., arranged to bear on the s ring-supporte(l platform m, and upper anti-friction rollers e positioned under the o'tl'sets It ol the levers g g, a rod '10 movable e'ndwise at a right angle to the levers n and r, and a spring :1: for returning said rod to and normally retaining the same in the position illustrated. It will be apparent from the foregoing that the spring-supported platform m tends to return the levers n and r to the position illustrated I also, that when the lever g is depressed by a train moving in the direction opposite to that indicated by the large arrow in Fig. 1, it will rock the lever 7' independent of the lever n, and, when latched in its depressed position, will retain said lever 7" out of the path of offset h on lever g so as to prevent the said train from rocking the lever r and setting the signals when it depresses lever g. It will further be apparent that when the parts are in the position shown and the lever g is depressed by a train moving in the direction of the said large arrow, said lever y will rock the lever 1* and with it the lever n so as to raise the forward end of the lever n, and that, by reason of the lever 9 being latched in its depressed position the forward end of the lever n will be held in its raised position until the latch h complementary to the lever g is disengaged therefrom in the manner hereinafter described.

The levers F and F are pivoted to the outer side of the left hand rail of the railway and are returned to and normally held in the position shown by springs y, Figs. 2 and 5. The swinging ends of said levers F F are connected through cables H with the outer end of the rod w and the latches it the said ca bles being passed over sheaves 2, under sheaves 8, and around sheaves 4. Thus it will be apparent that the spring x operating against the rod w will take up slack of the cables H; also, that when either of the levers F F is depressed the latches will be moved to disengage the same from the levers g g so as to release said levers g g and enable the springs 7c to raise same.

The rods f of the semaphores D D are connected to the outer ends of cables Iwhich are passed under sheaves 5, around sheaves 6, and under a sheave 7 and are connected at their inner ends to the forward end of the lever n. Thus it will be apparent that when lever 11 is'rocked to depress its forward end as before described, the semaphores D D will be raised, while when said forward end of lever n is depressed by the return of the springsupported platform m to its normal position, Fig. 4, the semaphores are enabled to gravitate to the safety position.

As best shown in Fig. 6, the torpedo-placing mechanisms G G respectively comp-rise a casing 8 having a hinged cover 9, a lever 10 fulcrumed in said casing, a spring 1 1 for moving the upper arm of said lever outward or in a direction away from the railway A, and a torpedo-carrier 12 connected to the upper end of the lever 10 and slidable in casing 8 and on and off the adjacent rail of the railway. A torpedo, indicated by 13, is arranged in a holder 14, of tin or other suitable material,

and the holder is suitably clamped on the forward end of the carrier 12. Because of this it will be seen that when the torpedo is exploded it will not injure the placing mechanism, and also that after a torpedo is exploded a fresh torpedo can be readily secured on the carrier 12.

'The lower arms of the lever 10 of the torpedo-placing mechanisms G G are connected to the outer ends of cables J which are passed around sheaves 15 and are connected at their inner ends to the cables I, and consequently it will be apparent that the torpedoplacing mechanisms will operate synchronously with the semaphores D Dthat is to say, when the semaphores are raised, the carriers 12 of the mechanisms G G will be moved endwise to place a torpedo on the adjacent rail of the railway, while when the semaphores fall, the springs of the mechanisms G G move the torpedo carriers thereof away from the adjacent rail of the railway.

In the practical use of the signal, it will be apparent that a train moving in the direction indicated by the large arrow in Fig. 1 will first depress the lever F, this in order to effect the release of the lever g of the signalsetting mechanism E in the event of said lever g having been previously depressed by a train moving in the direction opposite to that indicated by the large arrow. At this point it is well for the sake of clearness to reiterate that the lever g is provided in order to rock the lever 1' in the direction indicated by arrow in Fig. 4 so as to carry said lever out of the path of the swinging end of the lever g, and thereby prevent a train moving in the direction opposite to that indicated by the large arrow from setting the signals. On reaching the lever g of the mechanism E, the train moving in the direction indicated by the large arrow in Fig. 1 depresses the said lever g and through the medium of the same and the lever 1", lever 71 and cables I and J sets signals in rear and front of the train so as to protect the same against a following train moving in the same direction or a train in front moving in the opposite direction. When the lever g is depressed as stated, it will be engaged and held in its depressed position by its complementary latch k and in this way the signals will be retained in their set position until the train moving in the direction indicated by large arrow in Fig. 1 reaches the releasing lever F. With the signals set as stated, it

will be apparent that in the event of a train approaching the train that set the signals too closely, either from the rear or from a point in front, the engineer of the approaching train will be audibly apprised of the proximity of the other train by the explosion of the torpedo set against his train, and will be visibly apprised of such proximity by the semaphore that is raised against his train.

From this it follows that in the day or night and irrespective of whether the atmosphere is foggy or clear. the engineer ofau approaching train will be made cognizant of the fact that his train is dangerously near the one that set the signals, and this in time to enable the said engineer to adopt such pre- 5 cautionary measures as will preclude a collision. On reaching the lever F the train moving in the direction indicated by the large arrow in Fig. 1, will depress the said lever F and through the mecium of the same and the cables II will disengage the latches it from the levers g g, when said lovers 9 9 will be raised by the springs Zn', and the levers r and n will be restored to their normal positions by the springs under the platform m, with the .result that the sem-- aphores D D are enabled to gravitate to their idle positions and the springs 11 of the torpedo-placing mechanisms G G are enabled to move the torpedo-carriers 12 thereof off the adjacent rail of the railway. At this point it will be noted that when the terpedo-carriers 12 are drawn off the rail, the torpedoes on the carriers will be drawn to positions under the covers 9 in which vesitions they will obviously be protected from the Weather and against explosion by mischievous boys or other persons.

The several cables of my improvements may be made of any material consonant with the purpose of my invention, and may when deemed necessary be provided with the usual tractile springs for avoiding the imposition of undue strain or shoot on the working parts. These springs, however, form no part of my invention, and I have, therefore, deemed it unnecessary to illustrate the same.

By reference to Fig. 1 it will be apparent that a signal identical with the signal C but arranged in reverse order at the opposite side of the railway A, with reference to said signal G, will protect a train moving in the direction opposite to that indicated by the large arrow against a following train as well as against one in front moving in the direction of the large arrow. course be provided at opposite sides of the railway, but because of the signals being similar in construction I have deemed it su'lli cient to illustrate the signal (1".

It will be gathered from the foregoing that my novel signal mechanism is particularly advantageous when used in combination with curved sections of railways extending through deep cuts or around hills or mountains; it being understood that in practice the semaphores D D, torpedo-placing mechanisms G G and the releasing-levers F F may be arranged at any suitable distance from the signal-setting mechanism it. It will also be gathered that the signal mechanism may be used to advantage in combina- In practice signals will of tion with a straight section of raihvay, and that when extended throughout the length of a railway it is calculated to afford an ellicient and reliable block signal system. l would also have it understood that when my improvements are embodied in a block signal system, the lever F and its appurtenzuices may be omitted, and the lever g of the signal next preceding that shown in Fig. I may be connected through a cable with the latch Ir c )mplementary to the lever in Fig. 1, this in order to release the lever of the signal shown in Fig. and lower the semaphores and remove from the rail the torpedoes of the signal when the semaphores and torpedoes of the next preceding section are set.

The coi'istruetion illustrated and described in detail constitutes the preferred embodiment of my invention, but it is obvious that in practice such changes or modifications may be made as fairly fall within the scope of my invention as defined in the claims appended.

Having described my invention, what 1 claim and desire to secure by lmtters-latent, is:

1. in an automatic railway signal, the combination of a lever, a signal device, means for moving the signal device, arranged to be moved by said lever on one movement thereof and to remain idle on the other movement of the lever, a lever arranged to be depressed by a passing train and also arranged to rock the first mentioned lever in one direction and I through the medium of the same actuate the signal moving means, and a lever arranged at the opposite side of the first mentioned lever, with reference to the second mentioned lever, in position to be depressedby a passing train and also arranged to rock the first mentioned lever in the opposite direction and to a position out of the path of the second mentioned lever.

2. In an automatic railway signal, the combination of a lever, a signal device, means for moving the signal device, arranged to be moved by said lever on one movement thereof and to remain idle on the other movement of the lever, a lever arranged to be depressed by a passing train and also arranged to rock the first mentioned lever in one direction and through the medium of the same actuate the signal moving means, a lever arranged at the opposite side of the first mentioned lever, with reference to the second mentioned lever, in position to be depressed by a passirg train and also arranged to rock the first mentioned lever in the opposite direction and to a point out of the path of the second mentioned lever, means for returning the levers to their normal position, latches for engaging the second and third mentioned levers and holding the same in their depressed, position, and means for disengaging the latches from said levers.

3. In an automatic railway signal, the combination of a vertically swinging lever having lower andupper lateral projections at its ends, a vertically swinging lever arranged above the lower projection and under the upper projection of the first mentioned lever, a signal device connected with and arranged to be moved by the second men.-

tioned lever when the same is rocked by the upper projection of the first mentioned lever, a lever arranged to be depressed. by a passing train and also arranged to rock the first mentioned lever in the direction to enable the upper projection thereof to rock the second mentioned lever, and a lever arranged at the opposite side of the first mentioned lever, with reference to the third mentioned lever, in position to be depressed by a passing train and also arranged to rock the first mentioned lever to a position outof the path of the third mentioned lever.

4. In an automatic railway signal, the combination of a vertically swinging lever having lower and upper lateral projections at its ends, a vertically swinging lever arranged above the lower projection and under the upper projection of the first mentioned lever, a signal device connected with and arranged to be moved by the second mentioned lever when the same is rocked by the upper projection of the first mentioned lever, a lever arranged to be depressed by a passing train and also arranged to rock the first mentioned lever in the direction to enable the upper projection thereof to rock the second. mentioned lever, a lever arranged at the opposite side of the first mentioned lever, with reference to the third mentioned lever, in position to be depressed by a passing train and also arranged to rock the first mentioned lever to a position out of the path of the third mentioned lever, means for returning the levers to their normal position, latches for engaging the third and fourth mentioned levers and holding the same in their depressed position, and means for disengaging the latches from said levers.-

5. In an automatic railway signal, the combination of vertically swinging lever having lower and upper lateral projections at its ends, a vertically sir inging lever arranged'above the lower projection and under the upper projection of the first mentioned lever, a signal device connected with and arranged to be moved by the second mentioned lever when the same is rocked by the upper projection of the first mentioned lever, a lever arranged to be depressed by a passing train and also arranged to rock the first mentioned lever in the direction to enable the upper projection thereof to rock the second mentioned lever, a lever arranged at the opposite side of the first mentioned lever, with reference to the third mentioned lever, in position to be depressed by a passing train and also arranged to rock the first mentioned lever to a position out of the path of the third mentioned lever, a spring-supported platform arranged under and bearing against the first and second mentioned levers, springs for returning the third. and fourth mentioned levers to their normal position, latches for engaging the latter levers and holding the same in their depressed position, and means for disengaging the latches from said levers.

6. In an automatic railway signal, the combination of a lever, one or more signal devices, means for moving the signal device or devices, arranged to be moved by said lever on one movement thereof andto remain idle on the other movement of the lever, a le ver arranged. to be depressed by a passing train and also arranged to rock the first mentioned lever in one direction and through the medium of the same actuate the signal moving means, a lever arranged at the opposite side of the first mentioned lever, with reference to the second mentioned lever, in position to be depressed by a passing train and also arranged to rock the first mentioned lever in-the opposite direction and to a position out of the path of the second mentioned levers, means for returning said levers to their normal positions, latches for engaging and holding the second and third mentioned levers when the same are depressed, levers connected with said latches and arranged at opposite sides of the second and third mentioned levers and also arranged to be depressed by a passing train, and means for raising the last mentioned levers.

7. In an automatic railway signal, the combination of a lever, a second lever arranged alongside the first mentioned lever and arranged to be rocked by said first mentioned lever when the same is rocked in one direction and to remain idle when the first mentioned lever is rocked in the opposite direction, a springsupported platform arranged under and bearing against the levers, a signal device connected with and arranged to be moved by the second mentioned lever, a lever arranged to be depressed by a passing train and also arranged to rock the first mentioned lever in one direction and through the medium of the same rock the second mentioned lever, a lever arranged at the opposite side of the first mentioned lever, with reference to the third mentioned lever, in position to be depressed by a passing train and also arranged to rock the first mentioned lever in the opposite direction and to a position out of the path of the third mentioned lever, and means for returning the third and fourth mentioned levers to their normal position.

8. In an automatic railway signal, the combination of a railway, a torpedo-carrier movable on and off a rail thereof, means connected with said carrier and arranged to be depressed by a passing train to move the oarrier on the rail, means for raising the latter means and moving the carrier ofi' the rail, a latch for engaging the first mentioned means and retaining it in its depressedposition, and means for disengaging said latch, arranged to be depressed by a passing train.

9. In an automatic railway signal, the combination of a railway, a casing arranged at one side thereof and having a hinged cover, a torpedo barrier movable in the easing and on and oil a rail, means connected with said. carrier and arranged to be depressed by a passing train to move the ear rier on the rail, means for raising the latter means and moving the carrier oil the rail, a

latch for engaging the first mentirmed means and retaining it in its depressed position, and means l'or disengaging said lal'eh arranged to be depressed by a passing tram.

In testimony whereol 1 have hereunto set my hand in presence 01 two subscribing witnesses.

ROBERT E. DIAL.

Witnesses:

J ESSE CLARK, DAVID (J. STREAN. 

